Power transmission



Sept 9, 1952 c. A. NERACHER ET AL 2,609,900

POWER TRANSMISSION Filed Oct. '7, 1944 5 Sheets-Shee l RESERVE l' l vacuum TANK 9b '39 c 'a7 3 9 l a8 az -To MAN/Fol. f8

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/1 Tran/v5 Yrs,

Sept. 9, 1952 C, A, NERACHER ET AL' 2,609,900

POWER TRANSMISSION Filed Oct. 7, 1944 5 Sheets-Sheet 2 Y* i? 917 jE102 .,/96

i 'INVEN 0R OHRA, A. NER/IHR mvo VJLLM 7: DUNN.

HTIOR NE xs- Sept. 9, 1952 Filed 00T.. 7, 1944 C. A. NERACHER ET AL POWER TRANSMISSION IN HIGH CLOSED UNL Y OPENED BY RETURN 0F' HGCELERHTOR PEDAL T0 IDLE.

5 Sheets-Sheei 3 RELEASE E NGAGE MAIN ((88 MAGNE Tlc CLUTCH c'L uTcH 1a L89 loa KICK DOWN CLOSED ONLY BELOW 1.5' M. P. H. C86

OPENED BY RETURN 0F AccELERAToA /8/ PEDAL T0 IDL E. 60 f96 cLosED oNLY BELOW. Is M. P. H.

F157' .fi

I20 Lf-k'rva f 9 RELEASE MAIN CL. U TC'H CCELERH TOR PEDAL C WN OPEN ONLY IN IDLE PITION 0F HCCELERRTOR PED/IL.

OPEN ONLY IN NEUTRHL RZSITION CLUTCH MAGNET/c CARL INVENTORS.

NERHCHE Rl 7T DUNN.

ATTORNEYS Patented Sept. 9, 1952 POWER TRANSMISSION Carl A. Neracher and William T. Dunn, Detroit,

Mich., assignors to Chrysler Corporation, Highland Park, Mich., a `corporation of Delaware Application October 7, 1944, Serial No. 557,568

26 Claims. l

This application relates to a means for obtaining various speeds of a driven means for a given speed of a driving means. More specifically it relates to the association of a dual input with a change-speed transmission. I

It is known to associate a change-speed transmission of an automobile with the accelerator pedal and various other controls in such a way that the transmission may be shifted by such conditions as positions of the accelerator pedal and car speed. The shifting has taken place within the transmission itself, being accomplished, for example, by a synchronizer sleeve in the transmission or by planetary gearing in the transmission. We propose to eliminate certain disadvantages in construction of this sort by the use of a dual input to the transmission.

An object of the present invention is t provide improvements in the association of a trans- ,mission and a dual input therefor. The dual input may advantageously be a magnetic clutch and a vacuum-operated friction clutch.

A further object is to employ with a dual input for a transmission, controls therefor operable by means of an accelerator and a speed governor.

Another object is to provide improvements in a control device for a clutch. The device may be applied to a clutch connecting an engine with a transmission. I

A still further object is to provide overrunning means in a dual input to a transmission for simplifying the control procedure involved in shifting of the transmission.

Still another object is to provide improvements in the installation of a magnetic clutch as part of a dual input to a transmission.

Other objects will appear from the disclosure. In the drawings: Fig. 1 is a View of the novel transmission of the present invention in section and a showing of` a portion of the controls therefor;

Fig. 2 is a view of the remainder of the controls and is intended to be placed side by side with Fig. 1, the dash-dot line at the left side of Fig. 2 coinciding with the dash-dot line at the right side of Fig. l;

Fig. 3 is a schematic View in slightly different form of the controls of Figs. 1 and 2;

Fig. 4 is a schematic View, similar to thatof Fig. 3, of a modified form of controls for the transmission; and 4 Fig. 5 is va sectional View showing a portion of the controls 0f Fig. 4. n

The reference character III designates a driving means, for instance a shaft that may be directly connected to an engine as is a crankshaft or may be connected with the engine through a fluid coupling. A main clutch II has a driving part I2 including a hub I3 secured to the shaft I0. The driving part I2 also has a casing I4 secured to the hub I3 and a pressure ring I5 influenced by springs I6, of which only one is shown. The clutch I I has a driven part II formed of a disk I8 and annuli I9 formed of friction material and secured to the opposite faces of the disk I8. A hub member I9SL secures the disk I8 to an intermediate shaft 2D. I'he clutch II is controlled by a vacuum-operated device 2I composed of a cylinder 22 and a piston 123. The cylinder 22 is part of a transmission casing 24 and has a flange 24a to which is secured a nonplanar generally radial end member 25. The piston 23 has a radial portion 26 to the outer edge of which are secured a seal 21 and an L- shaped ring 28. The piston 23 also has an axial portion 29 to the end of which is secured a ballbearing thrust device 30 engageable with the inner end of a lever 3|. The lever is fulcrumed on a stud 32 secured to the casing I4. The outer end of the lever engages in a recess in the pressure ring I5. A seal 32a is positioned between the end member 25 and the axial portion 29 of the piston 23. A conduit 33 is connected with a passage 34 formed in an enlarged portion 35 of the flange 24EL of the cylinder 22 and also with a fitting 36. Also connected with the fitting 36 is a pipe section 37 leading to an air cleaner 38 open to atmospheric air. Mounted within the fitting 36 -s a valve 39 controlled by a solenoid 39a. A conduit 39lo is connected to the fitting 36 and to a reserve Vacuum tank, to which is connected a line 39c leading to a source of vacuum such as an engine manifold. With no current flowing through the solenoid 39a the valve 39 is in the position shown, blocking communication between the line 33 leading to the vacuum-operated device 2I and the line 39b leading to the source of vacuum. In this position ofthe valve 39 communication is provided between the line 33 and the air cleaner 38 through the space surrounding the stem of the valve 39. When current is made to flow through the solenoid 39a, the valve 39 is drawn to the right, connecting the line 33 with vacuum and disconnecting it from the atmosphere.

The casing I4 forming a portion of the driving part I2 of the clutch II is drivingly connected to a hub 4I secured to one end of a sleeve 42 surrounding the shaft 20 and journalled thereon by 3. bearings 42a and llb and in turn being surrounded by a member 43 fitting within the vacuum-operated device 2l. The other end of the sleeve 42 is enlarged and extends outwardly to form a part 44 of an auxiliary clutch comprising the magnetic clutch 45. The magnetic clutch also includes an annular coil 46 set in the part 44, sets of ldisks 41 and 48,v spaced alternately between one another and keyed, respectively, to the part 44 and to a gear member 49, and a movable part keyed to the gear member 49 so as to be shiftable toward the part 44 and coil 45 during the flow of electric current through the coil 46 so as to effect driving engagement between the disks 41 and 43. The gear member 45 is iournalled on the shaft 29 by a bearing 55a. Current is applied to the coil through a connector 5I, contacting a conducting ring 5W mounted on the part 44 but electrically insulated therefrom by a ring 5 Il. An insulated conductor 5Ic connects the conducting ring 5Ia and the coil 46.

f The right end of the intermediate shaft 26, as viewed in Fig. l, is journalled in a ball bearing 52 carried in a wall 53 of the transmission casing 24.

The right end of the shaft is enlarged so as to form a gear 54 and is hollowed out to carry in a roller bearing 55 the reduced end 5G of a transmission driven means, for instance, an output or driven shaft 51. ber 56, to which is slidably splined a connector sleeve 59. Blocker members 53 and 64 are associated with the connector member 59 and are frictionally engageable with toothed sections 55 and 6I, respectively, formed on the shaft 25 adjacent the gear 54l and a gear 62. Direct drive is established between gear 54 and driven shaft 51 by engagement of the connector 59 with toothed section 55. This is accomplished by shifting of the connector 59 toward the gear 54. The blocker 63 prevents movement of the connector 59 across it until the speeds of the gear 54, the blocker 53, and the connector 59 are the same. When this condition arises, the blocker 63 permits the connector 59 to be moved across it into driving engagement with the toothed section B0, and thereby direct driveV is established between the gear 54 and the driven or output shaft 51. Indirect drive is established between gear 54 and driven shaft 51 by engagement of the connector 59 with toothed section 6 I. This is accomplished by shifting of the connector 59 toward the gear B2. The blocker 54 prevents movement of the connector 59 toward the gear 52. The blocker 64 prevents movement of the connector 59 across it until the speeds of the gear 62, the blocker 64, and the connector 59 are the same. When this condition arises, the blocker 64 permits the connector 59 to be moved across it into drivingengagement with the toothed section 6I, and thereby indirect drive is established between the gear 54 and the driven or output shaft 51; i. e., the drive goes from gear 54 through gears 61 and 65 on sleeve 66, gear 52, toothed section 6I, connector 59, and member 56 to shaft 51. The sleeve 66 is mounted by a short bearing sleeve 58, overrunning clutch 59, and a bearing 'I5 upon a shaft 1I. A gear 12'meshing with the gear 49 is keyed to the shaft 1I. When the clutch II is disengaged, and the magnetic clutch 45 is engaged, drive is transmitted from the driving shaft I0 to the driven shaft 51, through the driving part II hub 4I, sleeve 42, magnetic clutch 45, gear 49, gear 12, shaft 1I, overrunning clutch 69 and sleeve 66; thence alternately through, gears 61 Keyed to the shaft 51 is a memand 54 for direct drive or through gears 85 and 62 for indirect drive. The blocker members E3 and 64 have the same functin whether drive is transmitted through main clutch I I or through magnetic clutch 45. Blocker 63 prevents the connector 59 from engaging the toothed section 59 until the speeds of connector 59, blocker 63, and toothed section El) arev the same. Blocker 64 prevents the connector 59 from engaging the toothed section 5I until the speeds of the connector 59, the blocker 54, and the toothed section 6I are the same. Full details of the blocker members 63 and 54 and their connections with 'associated parts have not been shown, since they are standard and form per se no part of the present invention.

It will be appreciated that the magnetic clutch 45 will provide a lower speed of the driven shaft 51 for a given speed of the driving shaft 25 than will the main clutch I I, for as is to be seen from Fig. l, the gears 49 and 12, through which drive from the magnetic clutch is transmitted, are, respectively, smaller and larger than gears 54 and 61, through which drive is transmitted from the gears 49 and 12 for the higher speed derivable from the magnetic clutch or through which drive from the main clutch I I is transmitted at reduced speed.

The transmission and the clutches II and 45V will provide Athe output shaft 51 with four forward speed ratios with respect to the input or driving shaft I9. These four speed ratios are as follows and are obtained as follows: rst-magnetic clutch 45, gear 49, gear 12, shaft 1I, sleeve 66, gear 65, gear 62, sleeve 59, and member 58, in other words, magnetic clutch and indirect drive of transmission; second, main clutch I I, shaft 26, gear 54, gear 51, sleeve 65, gear 65, gear 62, connector 59, and member 5S-in other words, main clutch and indirect drive of transmission; thirdmagnetic clutch 45, gear 49, gear 12, shaft 1I, sleeve 56, gear 51, gear 54, connector 55, and member Eil-in other words, magnetic clutch and direct drive of transmission; and fourth-main clutch I I, shaft 29, gear 54, sleeve 55, and member Btl-in other words, main clutch and direct drive of transmission.

The overrunning clutch 69 is so arranged as to cause the shaft 1I to drive the sleeve 66 in the forward direction, while permitting the sleeve 66 to overrun the shaft 1I in the forward direction. This means that the magnetic clutch 45 can be engaged yeven though the drive is through the main clutch I I.

A reverse gear 12a is splined upon the output shaft 51. This gear is adapted to be engaged by an idler gear 12b through movement of the idler gear to the right of the position shown in Fig. 1. The idler gear 12b is always in mesh with the gear 65.

The control of the clutches is shown in Figs. 2 and 3. A line 13 extends from a ground 13u through the solenoid 39a to a connection point 14, froml which a line 15 extends through a switch 16 controlled by a relay coil 11 to a connection point 18. A line 19 extends from point 18 to a connection point 80, from which extends a line 8| through a fuse 82, an ignition switch 83, an ammeter 84 (these three being shown only in Fig. 2), and a battery 85 to a ground 86. A line 81 extends through the relay coil 11 and a manually controlled switch 88 to a ground 89. The switch 88 may be controlled by a foot pedal 90, which is substituted for theusual-clutch pedal. Closing of the switch 88 causes currentto flow through the coil 11, thereby closing the switch 16. This causes current to flow in the solenoid 39a, and so the valve 39 is shifted so as to connect vacuum to the lin-e 33 and to the cylinder 22and thereby to pull the piston 23 to the left as viewed in Fig. 1. The device 30 connected with the piston 23 moves to the left into engagement with the inner end of the lever 3 I, causing it to move pressure ring I5 tothe right, thereby disengaging clutch II. This is done when the transmission is to be shifted.

A line 9| runs from a ground 92 through switches 93 and 94 and a relay coil 95 to 'aconnection point 96. A line 96a extends from `the connection point 96 to the connection point 80.

v The switch 93 is arranged so as to be closed only when the transmission is in direct drive, i. e.,.only when the gear 54 is directly connected to the driven shaft 51 by engagement of the connector 59 with the toothed section 60. This arrangement is shown in Fig. l, wherein a shifter member 91 `controls at its lower end a yoke part 91EL engaging the connector 59 and has at its upper end a cam with a raised portion 98 contacting a follower 99 connected to a rod |00. Fig. 1 shows the transmission in neutral. The shifter member 91 is so positioned as to cause the raised `portion 98 of the cam to contact the follower 99, holding switches 93 and I8 open. Positions of the shifter member 91 in direct and indirect drives of the transmission are represented by dash-dot lines on opposite sides of the shifter member, and from these it will be seen that when the transmission is in indirect drive, the raised portion 98 will contact the follower 99 holding switch 93 open, and when the transmission is in direct drive the raised portion 98 will be out of contact with the follower 99, and the switch 93 will be closed by gravity action or by some suitable means, not shown, such as a spring. If desired, a manually operated switch 93a may be connected in a line shunting switch 93. The purpose of switch 93a will be described in the description of operation. The -switch 94 is open only in the idle position of a throttle control member, for instance, an accelerator pedal shown in Fig. 2. When the operators foot is removed `from the pedal IDI, it is automatically returned to the idle position of Fig. 2 by a spring |02. Connected to the pedal I 0| is a rod |03, upon which is mounted a cam |04 contacting a follower portion |05 of the switch 94. The cam |04 is so shaped'that when the pedal |0I is depressed, the follower portion |05 is lowered,` and the switch 94 is closed. When both switches 93 and 94 are closed, current ows through the coil relay 95, causing the closing of a switch |06 in a line |01 extending from connection point 96 through magnetic clutch 45 to a ground I 08 (shown only in Fig. 3). When switch |06 is closed, current flows in the magnetic clutch and thereby causes it to become engaged.

A line |09 extends from a ground ||0 through a switch III to a connection point II2. The switch II is controlled by a speed governor I |3, driven by the output 0r driven shaft 51. The governor I I3 may be so arranged as to be operative upon rise of the vehicle speed to fifteen miles per hour to open the switch III and upon fall of the vehicle speed to twelve miles per hour to close the switch III. Thus a hunting action of the governor is prevented, which would cause operation of the vehicle at a critical speed to make the governor open and close the switch I I3 almost continuously. However, the invention is not limited to the use of a governor of this type, since any suitable speed-responsive governor may be employed. The governor could be of the type that would simply operate to open and close the switch III at one speed such as fifteen miles per hour. A line ||4 extend-s from connection point I I2 through a relay coil I I5 to a connection point I I 6, from which a line I1 leads through a switch ||8 to the connection point 80.` The switch I|8 is closed only in the direct-drive position of the transmission, and this is accomplished in the same way as in the case of the switch 93. As seen in Fig; l, the switch I I8 is connected to the rod |00 and so is controlled bythe raised cam portion 98 controlled by the shifter member 91 for the sleeve 59 of the transmission. If desired, a manually operated switch IISal may be connected in a line shunting switch ||8. 'I'he purpose of switch ||8a will be described in the dev scription of the operation. A line ||9 extends from the connection point IIB through a switch |20 to the connection point 14. When the speed of the vehicle is below the low speed such as twelve or flfteen miles per hour and the transmission is in direct drive, theswitches III and IIB will be closed, and current will flow through relay coil II5, closing switch |20. This sends a current through line 13 and solenoid 399, disengaging the main clutch I I A line |2| extends from a ground |22 through a switch |23 to the connection point ||2.` The switch |23 is closed by a so-called kickdown" position of the accelerator pedal |0I, shown in Fig. 2. As seen in this figure, the left end of the rod |03 is bent and tted in an elongated slot |24 in a member |25 having a reduced end |26 forming a part of the switch |23, the other part of the switch being the element |263. The member 25 is slidably mounted in a fitting I 21 forming part of an intake line for fuel leading to the engine, in whic his mounted a throttle valve |28. A fitting |29 has a conventional carburetor Venturi section |30 to which is connected a passage |3I connected in turn to a bore in which is mounted a plunger |32 spring-urged. downwardly as shown. The plunger has an extension |33 slidably mounted in thefitting |21 and provided with an opening I 34, through which the reduced end |26 extends. When the speed of the car reaches a certain high value, for example, fifty miles per hour, and the throttle valve |28 is in wide open position, the suction at section |30 becomes suicient to raiseV the plunger to the extent that the lower edge of the opening |34 in the extension |33 blocks leftward move-` ment of the member |25 so as to prevent closing of the switch |23.

The throttle valve |28 is operated by an arm |35 secured thereto and connected to a short rod |36, to which is secured a cylinder |311. The cylinder houses a spring |31a which holds a disk |38 against the right end of the cylinder. The disk |38 is secured to one end of a link |39, the other end of which is connected lto the accelerator pedal IOI. The link |39 carries a member |40 engageable with a pivoted arm |4| to which is attached one contact of the switch |20. The arm is biased by an over-center spring I4 Ia. The other contact of the switch |20 is attached to a core |42 for the relay coil ||5. The arm I4I contacts a stop |4|b in open position of the switch |20.

When the accelerator pedal |0I is depressed suiiiciently to move the throttle |28 to fully open position, the arm |35 will have contacted a stop ||2 and the bent end of the rod |03 will have reached the left end of the slot |24 in member |25. Further depression of the accelerator pedal may takeplace without effect upon the throttle because the spring |37?a in the cylinder i3? permits'the disk |38 to move with respect thereto, and such further depression of the accelerator pedal will: cause the member to be moved to the left until the switch |23 is clos-ed. vThis is known as "kickdown position of the accelerator pedal. The result of closing the switch i 23 is to energize the coil and therebyto close switch |26. This causes current to flow in the solenoid 39a, resulting `in actuation of the Vacuum-operated device 2| and'disengagement of the clutch i. Although nowlthe accelerator pedal lil! is raised somewhat, the switch |23V remains closed, for the member is not moved to the right until the bent end of the rod |03 reaches the right end of slot |24 in member f2.5, this occurring only when the accelerator` pedal iii reaches idle position.

The operation of the device just described will now be summarized.

When the vehicle is to be started, the driver depresses the pedal 5,5, closing switch Sii. Therefore, the coil Ti is energized, the switch 16 is closed, the vacuum-operated device 2| is actuated, and the clutch is disengaged. This makes it possible for the operator to V4shift the transmission to indirect, direct, or reverse drives. Assume that indirect drive is desired.. Then, while clutch is disengaged, the driver shifts the transmission into indirect drive, i. e., shifts sleeve 59 to the right effecting a direct driving connection between the gear 62 and the member 58, which provides ank indirect drivingr connection between gear 54 and output shaft 5l through gear 61, sleeve 56, gear 55, gear B2, connector 59, and member 53. Now the operator causes the pedal 90 to rise, thereby opening switch 3d. Since in the indirect driving position of the transmission, the raised portion 98 of the cam causes the switches 93 and ||8 to be open, with switch 8S opened by the operator and switch H8 open by indirect driving position of the transmission, the clutch becomes re-engaged and indirect drive is transmitted from shaft l) through. clutch shaft 2i), gears 54, (i7, 62 and connector 59, to the output or driven shaft 5?. shaft 51 is driven at the indirect or second speed ratio. Since switch 93 is open, magnetic clutch 45 is not engaged, and even though it were engaged. drive would still be through clutch il because of the overrunning clutch S9. The magneticclutch 45 cannot become engaged, and the main clutch I cannot become disengaged so long as pedal 9U is not depressed. Drive is transmitted only through the clutchv H. One advantage is that on starting the vehicle when high torque is required, the magnetic clutch t5, which might easily be damaged through injudicious application of'load and torque, is protected by being kept out of use.

However, if a first speed starting ratio of the output shaft 57 is required, i. e., drive through the magnetic clutch and indirect drive of the transmission, the manually controlled switches 93a and IISa are closed. This establishes a circuit through the solenoid H5 since the governor switch is also then closed. The solenoid H5 is now energized. Then the operator depresses the pedal 95 to close switch 88 and shifts the transmission into indirect drive position and then releases the pedal 9d and depresses the ac- Thus output Vand a circuit is established through the switches 93a, 94 to energize the relay coil S4 closing the switch |06 to establish a circuit from the battery through the Zoden clutch coil fits to energizeV the Zoden clutch l5 and establish drive through the driving part |2 of the clutch i, hub 13|, sleeve 42, magnetic clutch 45, gear 49, gear l2, shaft 1|-, gear 65, gear 62, sleeve 59, and member 58 to the driven shaft 51. Presumably the speed ofthe vehicle in the rst speed ratio of the output shaft 5l will remain below fifteen miles per hour, 'and so the switch which is to be opened by the governor |53 above a vehicle speed of fifteen miles per hour, will remain closed. Thus Vthe main clutch will remain disengaged, and drive will continue through the magnetic clutch. Thus presumably when the transmission is in indirect drive. and the switches 932e and H8a are closed, the output shaft 51 will continue in the iirst speed ratio. However, if the vehicle does attain a speed of fifteen miles per hour, the governor ||3 causes the switch to open. In spite of the resultant deenergizing of the coil 1| 5, the switch |20 remains closed, because the overcenter spring llila holds the armY IM. in the` position maintaining a closed condition of the switch |25. If the operator now wishes to bringv the output shaft 51 to second speed ratio, he permits the accelerator pedal |0| to return to idle position. This causes member Mib to move arm' Mi to the right, thereby opening switch |25).v Now the solenoid 3E!EL is no longer energized, and the main clutch is engaged. The operator now depresses the accelerator pedal lill as required to maintain the speed of the vehicle above nfteen miles per hour, and the switch Sli' is closed, causing the magnetic clutch d5 to become engaged. In spite of this, drive is through the main clutch, since the overrunning clutch 69 causes the magnetic clutch to be overrun. f

If the operator wishes to change the output shaft 51 from the first speed ratio to the second speed ratio, even though the speedof the vehicle is below fifteen miles per hour, he will open the switches 93a and lila. This action engagesV main clutch H and disengages, magnetic clutch 135, and so the output shaft 5l is in the second speed ratio.

When the operator desires, he may shift the transmission to direct drive. If the output shaft has been in first or second speed ratio, and the switches 132l and M80 have been closed, he will open these switches and depress the pedal 98. Opening of switch 53 disengages magnetic clutch d5, and depression of pedal 9B causes closing ofv the operator causes the pedal Q to rise, therebyV opening switch S8. The operator also depresses the accelerator pedal ll, closing switch 94 and thereby engaging magnetic clutch 45. If the vehicle speed is below twelve miles per hour, the switch III is closed, coil |I5 is energized, switch |20 is closed, and solenoid 39a is energized so that the main clutch is disengaged. Drive is through the magnetic clutch 45, and since the transmission is in direct drive, the output shaft is in the third speed ratio. On the other hand, if the speed of the vehicle is above fifteen miles per hour, and the output shaft has been in the first speed ratio, and the operator desires the fourth speed ratio of the output shaft 51, the acceleratorpedal must be released to idle position during or before depression of the pedal 90 in order to cause the member |40 to move the member |4| to the right against the action of the over-center spring I4Ib, thereby opening switch |20 to permit reengagement of the main clutch II. In contrast with this, if the output shaft has been inthe second speed ratio rather than in the first, and the speed of the vehicle is above fifteen miles per hour, release ofthe pedal 90 after shift to direct drive of the `transmission will bring the output shaft 51 to the fourth speed ratio even without release of the accelerator pedal to idle position, for the switch |20 will already be open, thereby causing the main clutch II to be engaged.

Let it be assumed thatl the output shaft 51 is in the third speed ratio. The operator controls the vehicle as desired. If the speed of the vehicle rises above fifteen miles per hour, he may bring the shaft 51 to the fourth speed ratio. To do this he lets the accelerator pedal |0| return to idle position. This causes member |40 to move `member I4| to the right opening switch |20.

Since the vehicle speed is above fifteen miles per hour, the switch III is open, coil II5 is not energized, and switch |20 stays open. Thus solenoid 39a is not energized, and the main clutch II is now engaged. Drive is through the main clutch, and since the transmission is in direct drive, the output shaft is in the fourth speed ratio. If the output shaft before shift of the transmission to direct drive has beenin second speed ratio, and the switches 93a and II8a have been open, the operator obtains direct drive of the transmission and third or fourth speed ratio of the output shaft 51 by leaving the switches 93a and IIBa open and proceeding otherwise as outlined in the two paragraphs immediately preceding.

It has been previously stated that thespeed governor |I3 may be of the type that opens the switch I I I upon rise of the vehicle speed to fifteen miles per hour or above and closes the switch I I upon fall of the vehicle speed to twelve miles per `hour or below, thereby preventing continuous opening and `closing of the switch at a critical speed. If the governor I I3 is of the type opening and closing the switch at the same speed, for example, fifteen miles per hour, such continuous opening and closing may occur during operation. If the switch |20, once closed, were not arranged to remain closed under the action of the over-center spring |4|b and to open only through return o-f the accelerator pedal I0| to idle position and resultant movement of the arm |4| to the right by the member |40, but instead were arranged to open merely upon deenergization of the coil I I5, then the use of a governor I|3 opening and closing the switch I|3 at the same speed would result in continuous engaging and disengaging of the main clutch II and changing of the output shaft 51 between third and fourth speed ratios during direct drive of the transmission and between first and second speed ratios during indirect drive of the transmission and closed condition of the switches 93a and I |82. However, with switch I 20 controlled as disclosed herein there will be no continuous engaging and disengaging of the main clutch II, even if the governor I|3 does continuously open andclose the switch III at such a vehicle speed as fifteen miles per hour, for the switch |20 is not opened, as it is closed, through arrival of vehicle speed at fifteen miles per hour, 4but is opened by return of the accelerator pedal `|0| to idle position. Thus there may be two safeguards against continuous engaging and disengaging of the main clutch (1) a governor ||3 of the type opening the switch I at fifteen miles per hour or above and closing the switch III at twelve miles per hour or below, and (2) the switch |20 controlled as disclosed herein.

Suppose that the transmission is in direct drive; that vehicle speed is above fifteen miles per hour` resulting" in causing the governor`||3 to open thel switchI III; that the operator has through release of the accelerator pedal |0| to idle position caused the switch |20 to be opened and thereby the main clutch Il to be engaged; and that on .this account the output shaft 51 is in the fourth speed ratio. Suppose further that then the speed of the vehicle drops below twelve miles per hour. The governor I3 nowV closes the switch III, causing the coil ||5 to be energized, the switch |20 to be closed, solenoid 39a to be energized, and main clutch to be disengaged.

`Now drive is through the magnetic clutch 45,

which is engaged if the accelerator pedal I0| is depressed at all and thereby switch 94 is closed. The output shaft 51 is now operated in the third speed ratio, since the transmission is in direct drive, and only the magnetic clutch 45, not the main clutch I, is engaged.

If, during operation of the output shaft in the third speed ratio, vehicle speed rises to fifteen miles per hour or above, and the operator wishes to return the output shaft to the fourth speed ratio, he will release the accelerator pedal to idle position, thereby causing the member |4| to move the arm |40 to the right and opening the switch |20. This deenergizes the solenoid 39, causing engagement of the main clutch I I. Since the vehicle speed is fifteen miles per Ahour or above, the switch III under action of the governor I 3 is open, and so coil I5 is not energized, with the result that switch 20 is permitted to stay open, leaving the main clutch engaged. The output shaft 51 is now in the fourth speed ratio.

Suppose that the transmission is in indirect drive, with the result that switches 93 and ||8 are open through the action of the raised portion 98 of the cam and thereby magnetic clutch 45 is disengaged and main clutch is engaged. The output shaft 51 is inthe second speed. If now the switches 93a and IIB*L are closed, bypassing the switches 93 and II8, the magnetic clutch 45 will be engaged with positioning of the accelerator pedal |0| just beyond the idle position, and the main clutch I is subject to the action of the governor II3. If at the time of closing of the switches 93a and I I 0a the speed of the vehicle is fifteen miles per hour or above, the governor I 3 will have opened the switch I| I. Thus the coil I|5 remains deenergized, the switch |20 remains open, and the main clutch II remains engaged. Thus the output shaft 51 remains in second speedratio. If at the time of closing of l1 the switchesv 93e and IIB@ the speed. of the vehicle is twelve miles per houry or below or if 'this happens after closing ofswitches 93e and Ila, the governor I I3 causes switch I I Ito close, there- `by energizing coil |15, closing switch |20, energizing solenoid 39a, and disengaging the main clutch I I.. The magnetic clutch i5 beingl engaged with the position of 4the accelerator pedal Il just beyond idle position, drive is through the magnetic clutch, and the output shaft 5T is now in the first speed ratio. 1f during operation of the output shaft in the rst speed ratio vehicle speed rises to fifteen miles Vper hour or above, and the operator wishes to return the output shaft to the second speed ratio, he will release the accelerator pedal to idle position, thereby causing the member |46 to move the arm |4| to the right and opening the'switch |20. This deenergizes `the solenoid 39a, causing engagement of the main clutch I VI. vehicle speed is fifteenmiles per hour or above,

the switch I II under action of the governor ||3 lis open, and so coil ||5 is not energized, with the result that switch is' permitted tostay open, leaving the main clutch |-I engaged. The output shaft 57 is now in the second speed ratio. y

Suppose `that the output shaft 5'! is in the fourth speed ratio, because the speed of the vehicle is above fifteen miles per hour, and the I transmission is lin direct drive. Suppose now that the opera-tor wishes to operate the output shaft El in the third speed ratio in order to obtaina greater acceleration for vpassing another vehicle. The speed of the Vehicle is too high to permit this to be accomplished through closing .of the governor-controlled switch III. However, it may be accomplished through closing of the kickdown switch |23. The accelerator pedal IDI is depressed beyond the position for a full opening of the throttle valve |28. YThe 'stop |428 prevents the throttle valve from moving beyond a position of fu-l-l opening, but `the spring |312L in cylinder |311 permits further movement of the accelerator pedal ||l|. When the accelerator pedal IBI has reached the position for a` full opening of the throttle valve |23, the bent end of the rod IlS connected to the accelerator pedal will have reached the vleft end of the slot IM inthe member i25. Further movement of the accelerator pedal iI causes the rod |83 to move the member tothe left, causing the reduced end |2Ei on the member |25 to contact the element |a and therebyclosing the switch |23, formed of the reduced end |26 and the element |2521. Thus the coil IIE is energized, the switch |28 is closed, the solenoid 39si is energized, and the main clutch il is disengaged. Since now the drive is through the magnetic clutch 45, and the transmission is in direct drive, the Output shaft 5l is in the third speed ratio. If the operator desires to continue the-third speed ratio with less than a full opening of the throttle valve |28, he permits the accelerator pedal to rise to the desired point for this. Because of the slot i24 the movement tothe right of the rod |03 due to rise of the accelerator pedal to a position producing some intermediate throttle opening is without effect upon the member |25, and so the switch |23 remains closed, continuing the disengagement o-f the main clutch I, and operation of the output shaft 5l in the third speed ratio. When the operator againV desires the fourth speed ratio, he releases the accelerator pedal to idle position. The bent end of the rod 12 Y |93 engages the. right end of the slot |24 in the member |,25-,-moving the member to the right and thereby opening switch |23. Release of the accelerator pedal toidle position also causes the member |4|| to move the arm Htl to the right, opening switch |29, Since the governor-controlled switch II! is already open, and lthe switches V|2i| and |23 are open, the solenoid 39a is no longer energized, and the main clutch is reengaged, thereby returning the output-shaft 51 to the fourth speed ratio. Closing of the switch |23 is prevented when the vehiclespeed has reached a certain high value, for example, fifty miles per hour,` and the; throttle valve |28 f is in the position of fully opening, for under these conditions the suction exerted onthe plunger |32 through the'passage leading to the plunger from the carburetor Venturi section |39 will be sufficient to raise the plunger, thereby lcausing' the lower edge of the opening |34 in the extension |33 on the plunger to rise to position' where it willl engage the shoulder formed on the member |25 between the body thereof and the reduced end |26. If under these conditions vthe operator tries to depress vthe accelerator pedal I to kickdown position, movement of the member |25 beyond a position of engagement of theaforementioned shoulderon the member with the lower edge of the opening |2fi is prevented. kThus the reduced end |25@` cannot Contact the element |268, and so the switch |23 remains open.

As just described for. the transfer of the output shaft 5l from the fourth speed rates to thethird speed ratio by depression of the accelerator pedal IIJI to kickdown position, the operator may in the same way effect a transfer of the output shaft Vfrom the secondvspeed ratio to the first speed ratio. However, there is less need for this transfer, for under most conditions it will be satisfactory for the output shaft 5l to be in the second speed ratio at a vehicle speed greater than twelve or fifteen miles per hour. Kickdown from the second speed ratio to the first speed i ratio will be prevented when the plunger |32 has risen to bring the lower edge of the opening vI3!! in the extension |33 into a position blocking the shoulder on the member |25, so that closing of the switch |23 is prevented. This will occur at full opening of the throttle valve |28 Vand at a vehicle speed proportional to f ty miles per hour times the ratio of the second speed to the fourth speed.

At the beginning of the description of' opera tion it was stated that with the vehicle at rest after depression of the pedal 98 resulting in disengagement of the main clutch Ii the operator might shift the transmission into indirect, direct, or reverse drive. What happens when he shifts the transmission into indirect drive has already been described. If the vehicle is at rest and the operator shifts the transmission into direct drive, after release of the pedal Q8 and positioning' of the accelerator pedal IEiI just beyond the idle position, the magnetic clutch 45 only will be en,- gaged, since theV vehicle speed is Zero, and the output shaft 5l will be in the third speed ratio. When'the Yvehicle speed rises to fifteen miles per hour or above, the operator may change the output shaft to fourth speed ratio by releasing the accelerator pedal to idle position, thereby openilng the switch $25 for engaging the main clutch The operator may shift the transmission to indirect drive from direct drive with either third or fourth speed ratio of the output shaft. To

ytransmission into reverse drive.

do Aso he will depress the pedal 90 to insure disengagement of the main clutch I I and will shift `the connector 59 from engagement with the toothed section 66 on the gear 54. This causes the raised portion 93 of the cam to open switches 93 and |I8, thereby disengaging the magnetic clutch 45. The operator shifts the connector 59 into engagement with the toothed section 6| on the gear 62 and then releases the pedal 99, which previously acted to disengage the main clutch I I in spite of other controls tending to keep it engaged. If the switches 93a and I I8a are open, the

output shaft 51 will be in the second speed ratio regardless of whether it was previously in the third speed ratio or the fourth speed ratio and of what the vehicle speed is, for, since both'switch IIB and switch I|8EL are open, current cannot iiow through the solenoid 39a so as to disengage the main clutch II, apart from whether the switch |20 opened only by return of the accelerator pedal |I|I to idle position, the switch III opened only by fall of the vehicle speed below twelve miles per hour, or kickdown switch |23 opened only by return of the accelerator pedal to idle position is closed. However, if the switches 93xi and H3EL are closed, then the speed ratio of the output shaft 51 upon shiftby the operator of the transmission from direct drive to indirect drive will depend upon the speed ratio of the output shaft and the vehicle speed before the transmission shift. If the output shaft was in the fourth speed ratio, then the transmission shift brings the output shaft to the second speed ratio, for in the fourth speed ratio the vehicle speed must have been high enough for the switches III and |20 to have been open. The vehicle speed not falling to twelve miles per hour or below during shifting, these switches will remain open, and so the main clutch II must be engaged, and thus theoutput shaft is inthe second speed ratio. If the output shaft was in the third speed ratio, and the accelerator pedal was not returned to idle position, then, apart from vehicle speed, the transmission shift brings the output shaft to the first speed ratio, forin the third speed ratio at least the switch |20 must have been closed and could have been opened only by release of the accelerator-pedal to idle position. If the vehicle speed was above fifteen miles per hour and the output shaft was inthe third speed ratio, release of the acceleratorpedal |I during the shifting opens the switch |20, thereby engaging the main clutch I I, and the output shaft is in the second speed ratio after shifting. If the output shaft was in the third speed ratio, and the vehicle speed was under twelve miles per hour or under fifteen miles per hour without just previously having been fifteen miles per hour or above, then the transmission shift brings the output shaft to the first speed ratio, apart from whether the accelerator pedal is released to idle position during shifting of the transmission. I x

Upon starting the operator may also shift the He does this by moving Vthe idler gear 12b to the right into engagement with the reverse gear 12e. This will be carried out by means, not shown. It is sufficient to state that this means will be so related with the shifter 91 and the connector 59 that the connector 59 is in the position shown in Fig. 1, i. e. out of engagement with toothed sections 60 and 6| whenever idler gear 12b engages reverse gear 12E, and conversely that the means will not permit the idler gear 12b to engage the reverse gear 12a when the connector 59 engages one of the toothed sections 60 andv 6I. Before shifting he will, of course, have depressed the pedal to disengage the main clutch I I. When he releases the pedal 9|), the main clutch will be reengaged, and drive will be through main clutch II, shaft 20, gear l54, gear 61, sleeve 66, gear 65, idler gear 12b, and reverse gear 12a to the output shaft 51; The above takes place if the manual controlled switches 93a and H85 are open, for then the main clutch II must be engaged, and the magnetic clutch must be disengaged'since the raised portion 98 of the cam keeps open the switches 93 and IIS. If, however, the switches 93 and I I8a are closed, then two speed ratios of the output shaft 51 are obtained in reverse. On starting in reverse a low speed ratio will be obtained, since the magnetic clutch 45 will be en` gaged, and the main clutch I will be disengaged, because the speed will be below fifteen milesper hour. The drive will be through the magnetic clutch 45, gear 49, gear 12, shaft 1|, sleeve 66, gear 65, idler gear 12b, and reverse gear 12"L to output shaft 51. If the vehicle speed rises to fifteen miles per hour or above, then opening of the governor-operated switch III causes engagement of the main clutch II, and drive is transmitted through it with the magnetic clutch 45 being overrun. A high speed ratio in reverse is now obtained. If the vehicle speed drops to twelve miles per hour or less, the governor-operated switch II I is closed, the main clutch II` is disengaged, and the drive is again through 'the magnetic clutch 45 with a return to the" low speed ratio in reverse.

Figs. 4 and 5 show an alternate form of transmission control. For the most part the circuit of Fig. 4 is the same as that of Fig. 3. Like reference characters are used to designate like parts. Specific mention will be made only of the differences between the circuits. There is no switch in the Vline I1, and so the main clutch II is controlled as though the manually controlled switch IIBa of Fig. 3 were closedall the time. 'Ihus when the transmission is in indirect drivel the main clutch II may be disengaged through the kickdown switch |23 or through the governorcontrolled switch II I in order that drive may be through the magnetic clutch 45y and the output shaft may be in the first speed ratio. There is no switch in the line 9| that is closed by depression of the accelerator pedal IDI. Thus engagement of the magnetic clutch 45 is not devr pendent upon the accelerator pedal. There are no switches 93 and 93a in the line 9|, but instead there is a switch |43, which is in open position when the transmission is in neutral and is closed when the transmission is in indirect drive or di-` rect-drive. Thus so long as the transmission is not in neutral, the switch |43 is closed, coil 95 is energized, switch |06 is closed, and magnetic clutch 45 is engaged. Accordingly, when as described above, a low vehicle speed acts through switch III or a kickdown position of the accelerator pedal II acts through switch |23 to disengage the main clutch I I, the magnetic clutch 45 is already engaged in indirect drive of the transmission so as to transfer the output shaft 51tfrom the second speed ratio to the first speed ra 1o.

The switch |43 is illustrated in detail in Fig. 5. The line 9| extends to a connection point I 44 from which extend lines |45 and |46 terminating in contacts |41 and |48, respectively. Contacts |49 and |50, connected to a line I5I, connected in turn to `a line |52, leading to a ground |53, are engageable with contacts |41 and |48, respectively. When the Ytransmission is in neutral as shown, contacts |49 and |58 are spaced from contacts |41 and |48. Thus no current oWs in line 9|, and magnetic clutch 45 is not engaged. Shifting of connector 59 to the right to bring the transmission to indirect drive through engagement of the connector 59 With the toothed section on gear 52 causes the connector 59 to move the contact |59 into engagement with the contact |48. Current now flows in line 9|y and magnetic clutch 45 is engaged. Shifting of connector 59 to the left to bringV the transmission to direct drive through engagement of the connector 59 with the toothed section Si) on gear 54 causes the connector 5S to move the Contact |49 into engagement with the contact |41. Current now iiovvs in the line Si, and magnetic clutch 45 is engaged. Connected in the line |52 is a lamp 54. The lamp is lit when the transmission is in indirect drive or in direct drive and is unlit when the transmssion is in neutral.

An important part of the present invention is the use of the overrunning clutch as a connection between the sleeve 66 and the shaft 'Il and in a broader sense between the transmission and the magnetic clutch 45. By virtue of the overrunning clutch drive may be transmitted through the main clutch Il, even though the magnetic clutch 45 is engaged. The overrunning clutch is of considerable advantage even when the magnetic clutch is disengaged, for because of the residual magnetism in the magnetic clutch the latter may have some drag even When it is disengaged. Another advantage in the use of the overrunning clutch is that only the main clutch need be disengaged when the transmission is shifted. If the output shaft is in the second speed ratio, andthe transmission is to be shifted from indirect drive to direct drive, only the main clutch need bedisengaged by depression of the pedal 9D before a shift of the connector 55 can be made. The magnetic clutch is already being overrun and so exerts no force that would tend drive gear 62 and so prevent disengagement of the connector 59 from the toothed section El on gear 62. If the connector 59 is shifted forthwith into engagement with the toothed section 60 on the gear 54, there Will be no resistance to the shift from the magnetic clutch for the latter is still being overrun. When the operator causes the pedal 9D to rise, presumably the main clutch will be reengaged, for the vehicle speed will doubtlessly have been kept high enough during the transmission shift for the governor-operated switch Hl to have stayed open, thereby insuring the reengagement of the main clutch |l. If the output shaft is in the rst speed ratio, and a shift of the transmission is to be made, obviously the pedal 90 need not be depressed, for the main clutch is already disengaged. Moreover, the magnetic clutch 45 need not be disengaged even though drive is being transmitted through it. Just before the shift of the connector 59 the operator will allow the accelerator pedal to rise to a position for a smaller opening of the throttle valve. Thus for a short time the sleeve 66 attempts to drive the shaft 7|, or the transmission the magnetic clutch, but since the overrunning clutch 69 connects the sleeve and the shaft, the Sleeve merely overruns the shafty and there is no force .exerted by the magnetic clutch that would resist disengagement of the connector 59 rom the toothed section 6| of the gear 62.

Thereafter without delay the operator moves the connector 55 into engagement with the toothed section 5i on the gear 54, and the output shaft 5"! is in the third speed ratio. There is no resistance to this movement of the connector since the magnetic clutchis still being overrun.'

Another important aspect of the present invention is the location of the transmission casing Wall 53 and the bearing 52 between the gear 49 and the gear 54- Gear 49 constitutes one input of the dual input to the transmission, i. e., the input coming from the magnetic clutch 45. Gear 54 constitutes the other input to the transmission, i. e., the input coming from the main clutch Obviously the gear 54 must be Within the transmission to the right of the Wall 53 and the bearing 52. If the gear 49 were also to the right of the vWall and the bearing, then the gear 54 would have to be farther to the right, and there would be an objectionable overhang of the shaft 20 carrying the gear 54.l In the present arrangement the shaft 20 extends only a short distance beyond the bearing 52, and so the overhang of shaft 20 is minimized. Also the load of the gear 49 is imposed on the shaft 29 immediately adjacent the bearing 52.

We claim:

l. In a vehicle driving system, the combination with an engine and a driving means driven fromv said engine, of a change-speed transmission, a main clutch adapted drivingly to connect the driving means and the transmission, an auxiliary magnetic clutch adapted drivingly to connect the engine and the transmission in parallel bypassing relation to the main clutch electrical circuit means under control of the vehicle driver for selectively conditioning driving connection of said driving means and transmission through either of said clutches for starting said vehicle from rest, and automatically releasable means for facilitating drive of the transmission through said main clutch when both of said clutches are in operative condition.

2. In a vehicle driving system the combination with an engine and a driving means driven from said engine, a change-speed transmission, a main clutch having a driving part drivingly connected with the driving means and a driven part drivingly connected with the transmission, an auxiliary magnetic clutch adapted drivingly to connect the driving part of the main clutch and the transmission and means limiting engaging operation of said magnetic clutch to an engine condition above idle speed operation of said engine.

3. In a vehicle driving system the combination With an engine provided With a throttle valve, a driving means driven from said engine and a control member for said throttle, a change-speed transmission, a main clutch adapted drivingly to connect the driving means and the transmission, an auxiliary magnetic clutch drivingly connected With the driving means, and means drivingly connecting the magnetic clutch and the transmission and including means providing for overrunning of the transmission with respect to the magnetic clutch to permit drive to be transmitted from the driving means through the main clutch to the transmission in spite of engagement of the magnetic clutch and means including an element operable by said throttle control member for controlling engagement of said magnetic clutch and disengagement of said main clutch at a predetermined position of said throttle control member.

4. In combination, a driving means, a changespeed transmission, a driven means adapted 'to be driven by the transmission, a first clutch adapted drivingly to connect the driving means and the change-speed transmission, a second clutch adapted drivingly to connect the driving means and the change-speed transmission in parallel by-passing relation to the first clutch, a control member for regulating the rate of fuel flow to an engine driving the driving means, means associating the first clutch and the control member so as to cause location of the control member at or beyond a position representing a certain maximum rate of fuel flow to effect disengagement of the first clutch, and means connecting the control member and the second clutch for causing location of the control member at a position beyond that representing a minimum rate of fuel flow to effect engagement of the second clutch.

5. In combination, a driving means, a changespeed transmission spaced from the driving means, a first clutch positioned between the :transmission and the driving means adjacent the Vdriving means for drivingly connecting the driving means and the transmission, a second clutch positioned between the driving means and the transmission adjacent the transmission for connecting the driving means and the transmission in independent by-passing relation to the first clutch, a vacuum-operated control positioned between the clutches for disengaging the first clutch, and electrically operated magnetic means for engaging the second clutch.

6. In combination, a driving shaft, a changespeed transmission spaced from the driving shaft,

a first clutch formed of a driving casing part secured to the driving shaft and a driven part contained by and engageable with the driving casing part, an intermediate shaft secured to the driven part of the clutch and drivingly connected with the transmission, a sleeve secured to the driving casing part and surrounding the intermediate shaft, a second clutch positioned adjacent the'transmission in spaced relation to the rst clutch and comprising a driving part secured to the sleeve and a driven `part drivingly connected to the transmission, vacuum-operated means surrounding the sleeve between the clutches for disengaging the first clutch, and magnetic means for engaging the second clutch.

7. In combination, a driving means, a changespeed transmission, a rst clutch adapted drivingly to connect the driving means and the transmission, a second clutch adapted drivingly to connect the driving means and the transmission in by-passing relation to the first clutch, a control member movable for regulating by its position the rate of fuel flow to an engine for driving the driving means, means under control of the control member operable in response to movement thereof in a rate increasing direction to a position beyond the position for minimum rate of fuel flow to disengage the rst clutch, and means for delaying re-engagement of the rst clutch until return of the control member to the position for minimum rate of fuel flow. 8. In combination, a driving means, a changespeed transmission, a driven means adapted to be driven by the transmission, a rst clutch adapted drivingly to connect the driving means and the 'transmission at a certain speed ratio, a second clutch adapted drivinglyto connect the driving means and the change-speed transmission at a lower speed ratio in parallel by-passing `relation to the first clutch, means operable for engaging and disengaging said first clutch, means including governor means for controlling said clutch operating means, said governor means being operable below a certain speed of the driven means for controlling said first clutch for disengagement by said operating means and operable above said certain speed for controlling said first clutch for engagement by said operating means, a throttle control member operable throughout a range of movement for controlling the supply of fuel to an engine driving the driving means, means operable in response to movement of the throttle control member to a position at or near that for maximum feed of fuel to the -engine for effecting disengagement of said first clutch independently of the control effected by said governo-r means, and means operable in response to movement of the throttle control member to any position beyond that for minimum rate of fuel flow to the engine for effecting engagement of the second clutch.

9. In combination, a driving means, a changespeed transmission, a driven means adapted to be driven by the transmission, a first clutch adapted drivingly to connect the driving means and the transmission at a certain speed ratio, a second clutch adapted drivingly to connect the driving means and the change-speed transmission at a lower speed ratio in parallel ley-passing relation to the first clutch, means operable for engaging and disengaging said first clutch, means including governor means for controlling said clutch operating means, said governor means being operable below a certain speedof the driven means for controlling said first clutch for disengagement by said operating means and operable above said certain speed for controlling said first clutch for engagement by said operating means, a member for controlling by its position the rate of flow of fuel to an engine driving the driving means, means operable in response to positioning `of the control member to a position establishing a certain high rate of fuel `fiovv for effecting engagement of said first clutch by said operating means and for maintaining engagement of the said first clutch until return of the said control member to a position establishing a certain minimum rate of fuel flow, all independently of the control effected by the governor means, and means operablein response tol movement of the control member in a direction for increasing the rate of fuel flow to a position beyond its position for minimum rate of fuel fiow for effecting engagement of the second clutch.

10. In combination, a driving means, a changespeed transmission, a driven means adapted to be driven by the transmission, a first clutch adapted drivingly to connect the driving means and .the change speed transmission, a second clutch adapted drivingly to connect the! driving means and the change speed transmission in parallel by-passing relation to the rst clutch, means operable for engaging and disengaging said first clutch, means responsive to the speed of the driven meansfor controlling said operating means for effecting engagement of 'the first clutch above a certain speed of the driven means and disengagement thereof below the said certain speed, a control member for r-egulating by its position the rate of fuel flow to an engine driving the driving means, means o-perable in response to positioning of the control memberat or beyond a position in a rate increasing direction representing a kcertain maximum rate `of fuel flow for effecting disengagement of the first clutch independently of the' tendency of the speed responsive means to effect its engagement `abovethe said certain speed of the driven means, and means, operable in response to ,positioning of the control member to a position in a rate increasing direction beyond that representing a minimum rate of fuel flow for effectingl engagement of the second clutch.

1/1. In combination, a driving means, a driven means, a change-speed transmission for driving the driven means, `a rst clutch adapted drivingly to connect the driving means and the transmission at a certain speed ratio, a second clutch adapted to connect the driving means and the transmission at a lower speed ratio, overrunning means drivingly connected between the second clutch and the driven means for ypermitting the first clutch to drivethe transmission in spite of engagement of the second clutch, a control member movable for regulating by its position the rate of fuel flow to an engine driving the driving meansl means under control of the control memberj operable in response to positioning of the control member to a position representing a rate of fuel flow substantially higher than the minimum rate for eiecting disengagement of the rst clutch `and for maintaining the first clutch disengaged until return of the control member to a: position representing the minimum rate of fuel flow, andV means under control of the control member operable in response to movement of the control member to a position beyond the positio-n representing the minimum rate of fuel flow for `effecting engagement of theirl second` clutch.

12. In combination, a driving means, a changespeed transmission, adriven means adapted to be driven by the change-speed transmission, a first clutch adapted drivingly to connect the driving, means and the transmission at a certain ratio, a second clutch adapted drivingly to connect the driving means and the transmission at another speed ratio in by-passing relation tothe first clutch, control means including a solenoid for controlling said first clutch, said control means being operable upon energization of said solenoid for disengaging the rst clutch and upondeenergization thereof for engaging the rst clutch, switch means operable to open position in response to establishment of the 'driven means ata speed above a certain value for effecting deenergization of said solenoid to effect engagement of the rstclutch and operable to closed position in response to establishment of the driven means at a speed below the saidl certain valuel for effecting energization of said solenoid to effectdisengagement of the first clutch, a controlpmember movable for regulating by its position the rate of fuel ow to an engine driving thedriving means, a second switch operable to closedY position upon advancement of the control member to a position representing a rate of fuel f low'substantially greater than the minimum rate for effecting energization of saidsolenoid to thereby effectdisengagement of said first-clutch, means for preventing re-engagement of the first clutch until return of the control member to a position representing the minimum rate of fuel flow, electromagnetic means energizablefor engaging the second clutch, and a 'thirdswitch operable by the control memberV to closed position upon advancement of the controlvr member to a position just beyond the position for minimum rateof fuel flow for`energizing said electromagnetie meansto effect engagement of the'vsecond clutch...

1'3; Incombination, adriving shaft, a. change-y speed` transmission spacedfrom; the drivingshaft, a-rst clutch formeelv of 'a2 driving-1 casing part-.secured to thefdriving shaftv andj av driven part contained by. and engageable with the driving casing part', an intermediate shaft secured tothe driven partof the clutch and drivingly connected with the transmission, a sleeve secured to Vthe driving casing part and surrounding the. inter.-v mediate shaft, a second clutch positionedeadjacent the transmission in. spaced relation` `tothe first clutch and comprising a driving: part secured tothe sleeve and a driven partdr-ivingly connected to the transmission, vacuum-operated means surrounding the sleeve between. the clutches for disengaging the first clutch, a; cori.- trol member movable for regulating byits posi'- tion thev rate of fuel flow to. an engine driving the driving shaft, means under control. ofthe control member operable in response. to .movement thereof in a` rate. increasing. direction .to a position Well beyondf that for minimum rate: of fuel flow for actuating the vacuumfopera'ted means to effect disengagement ofisaid rst clutch, means for preventing re-engagement oftherst clutch until return of the control member to its position for fuel flow., magnetic meansfor. engaging .thesecond clutch,.and:mea-I=1s under control of the controly memberoperable in response to advancementof` the control.meme4 ber in a rate increasing directi'ontoa. position just beyond thatfor minimum Yfuel .flovv.` for actuating said magnetic means,l to eifectgengagee mentV of the. second: clutch,

14. In combination, a driving shaft; ra lchange speed transmission spacedfromfth'e driving shaft, ay first clutch formed of a driving.I casing part secured tothe drivingY shaft andi a. driven, part contained by. and engageable with the 'driving casing Dart', an intermediate shaft secured tothe driven .partV of the clutch. and drivinglyconnected with the transmission, a` sleeve. secured 'to the driving casing partand surrounding .thelzintermediate shaft, a.. secondi clutch. positioned .adjae cent the transmission in spacedl relation to the first clutch and comprising. a. drivingpart, Ase-. cured to the sleeveand ai drivenepart: drivingly connectedV to the transmission, vacuum-nperated means surrounding the sleeve between the clutches for disengaging the firstfclutch, .a` .driven shaft drivenby the transmission, speed-responsive means, drivingly connected: toA the, driven shaft and operable to control; said 'vacuumfoperated means, Said.Speedfmsponsivemeansfbeine Operable-above-a cert-air1-aspeedofthe drvenfsha-ft for effectingjeneagementoi. Sai.ciffilfst- 'cluthfand operable belowsaid .certain speed; forl effecting disengagement 0f Said zmt clutch)k a Control member movable. for regulating; byv it position the. rate of fuel flowV m-'anffeneme dime.- the driving Shaft', meafl. under C91117'110110f.: the i091? tml; nflelfnlver.r` Operable. m. response .to Increment thereof in; a vrate increasingdirectiongto aaposie tion well beyond that f or-minimumragte ofillely flow for; actuating: the vacuum-Operated; means to effect disengagement ofI saidclutchgand even though said speedfresponsive means is at or; above. its speedlforeffecting` engagement ofthe first, clutch, means forpreventing rre-engagement of the first clutch after disengagement thereof until return of the controlmemben toits position for minimumfuel-flow, magnetic means forfen.- gaging the second clutchand; means under con@ trol of the controlk member operable. in response toadvanceinent of theA- control member in, a, rate magnetic means to effect engagement of the sec-` ond clutch. n Y

15. In combination, a driving shaft, a` changespeed transmission spaced from the driving shaft, a first clutch formed of a driving casing part secured to the driving shaft and a driven part contained by and engageable with the driving casing part, an intermediate shaft secured to the driven part of the clutch and drivingly connected with the transmission, a sleeve securedto the driving casing part and surrounding the intermediate shaft, a, second clutch positioned adjacent the transmission in spaced relation to the first clutch and comprising a driving part secured to the sleeve and a driven part drivingly connected to the transmission, vacuum-'operated means surrounding the sleeve between the clutches for disengaging the first clutch, adriven shaft driven by the transmission, speed-responsive means drivingly `connected to the driven ,Y shaft and operable to. control said vacuum-operated means, said speed responsive means being operable'above a certain speed of the driven shaft for effecting engagement of said iirst clutch and operable below said certain speed for effecting disengagement of said first clutch, a4 control member movable for regulating by its position the rate of fuel flow to an `engine driving the driving shaft, means under `control of the control member operable in response to movement thereof in a rate increasing direction to a position beyond that for minimum rate of fuel fiow for actuating the vacuum-operated means to effect disengagement of said first clutch and even though said speed-responsive means is at or above its speed for effecting engagement of the first clutch, means for preventing re-engagement of the first clutch until return of the control member to the position for minimum fuel flow, and magnetic means for engaging the second clutch.

16. In combination, a driving means, a changespeed transmission, a, first clutch adapted drivingly to connect the driving means and the transmission, a second clutchadapted drivingly to connect the driving means and the transmission in by-passing relation to the first clutch, a driven means adapted to be driven by the transmission, speed responsive means drivingly conf nected to the driven means and operable to control the first clutch, said speed-responsive means being operable above a certain speed of the driven means for controlling said first clutch for engagement and operable below the said certain speed movement thereof in a rate increasing direction to a position beyond the position for minimum rate of fuel flow for controlling disengagement of said first clutch, and means for delaying re-engagement of the rst clutch until return of the control member to the position for minimum rate` o1' fuel flow. l

17. In combination, a driving means, a changespeed transmission, a, driven means adapted to be driven by the transmission, a first clutch adapted drivingly to connect thedriving means and the transmission, a second clutch adapted drivingly to connect the driving means and the transmission in by-passing relation to the first clutch and at a lower speed ratio thanv the first clutch, overrunning means-drivingly connected between the second clutch and the driven means for permit-v ting the first clutch to drive the transmission in spite of engagement of the second clutch, speedresponsive means drivingly connected to the driven means and operable to control the first clutch, said speed-responsive means beingioperable above a certain speed of the driven means for controlling said first clutch for engagementy and operable below the said certain speed for controlling said first clutch for disengagement, a control member movable for regulating by its position the rate of fuel flow to an engine forl driving the driving means, means under control of the control member operable in respbnsekto movement: thereof in a rate increasing direction to a position beyond the position for minimum rate of fuel flow for controlling disengagement of said first clutch, and means for delaying re-engagement of the first clutch until return of the control member to the position for minimum rate of fuel flow. n i

18. In combination, a driving means, a change speed transmission, a driven means adapted to be driven by the transmission, a first clutch adapted drivingly to connect the driving means and the transmission, a second clutch adapted drivingly to connect the driving means and the transmission in by-passing relation to the first clutch andat a lower speed ratio than the first clutch, overrunning means drivingly connected between the secondclutch and thedriven means for permit,-`

ting the first clutch to drive the transmission in spite of engagement `of the second clutch, speed responsive means drivingly connected to the driven means and` operable `to control the first clutch, said speed responsive means being operable above a certain speed of the driven means for controlling said first clutch for engagement and operable below said certain speed for controlling said first clutch for disengagement, a con-v trol member movable for regulating by its position the rate of "fuel iiow to an engine for driving the driving means, means under control of the control member operable in response to movement thereof in a rate increasing direction to a position beyond the position for minimum rate of fuel flow for controlling disengagement of said first clutch, and means for delaying re-engagement of the first clutch after disengagement thereof until return of the control member to the position for minimum rate of fuel flow.

19. In combination, a driving means, a changey speed transmission having a high speed ratioand a low speed ratio, a rst clutch adapted drivingly to connect the driving means and thetrans-V mission, a second clutch adapted drivingly `to connect the driving means and the transmission in by-passing relation to the first clutch, a driven 1 means adapted to be driven bythe transmission, speed-responsive means drivingly connected with ythe driven means and operable to contr-ol the first Y* clutch, said speed responsive means being oper- ,l

able above a certain speed of the driven means for effecting engagement of said first clutch and opera-ble below the said certain speed for effect-` 1ng disengagement of said first clutch, a control,

member movable for regulating by its position the rate of fuel flow to an engine for driving the `driving means, means under control of the control member operable in response to movement lthereof ina rate increasing direction to a positionbeyon-d the position for minimum rate of fuel, fiow to disengage theiirst clutch, means for` :preventing re-engagement ofthe clutch until re-,f

agreed-,leoni tlrn of f tHe-- control nient-ber f to-th-ef position"forl the nimufnrratefof *fuelnew; meansnnder'con-iM trol i of tlfecor'trol 'imember "operablerin response toffadvancement folf-Y the-control mem-ber in a rateincreasing direction toy a lposition j iistfbeyondithe position' for minimum rate of' fuel' now' vfor actua' ating said secoi'idf` chitch' to eie'ct Aenga-gementlY thereof, and' further controlm'eans forL condi-- tioningthe-'transmissiomin the low' -speed'ratio and' lropera-ble l yto 1 prevent enga-gement of "the-"sec"-V o'ndc eltehf-an'dY prevent' the speed-responsive means` andthe' control member from 'cansingjdis engagement ofthe rstcliitch.- 1 n 20111'11 a1 vehicle driving fsystein thecomb'ina'- tionAv withan' engine 'provided' With a" throttle o-ffa.Y drivii'ig-meansdriven irorns'aidend e,-a'- change speed transmission, aM driven"v` meanswadaptedto' bel driven lby the transmission; dual input drive transmitting; means d-rivingly' c-onnectible-"betweenthe drivir'ig meansN 'andy transmission, said' dua'limeans inclndingfga'iirstl re-leasable drive transmitting means operablefto' provide* power new between'A the' driving means andtransmission along `one path and' a second releasabledrive transmitting means operable to" provide power now between then driving meansai'rd* transmission alo-Ynga second path i paralleli ing't thev said one path, overrunning'A means: ar'

ranged' betweenthe driving' and driven means and 'operable4 to A`effect "drive 'the'rebetWeenA when' the-power 'ilow is' along said "second path; speed responsive '-governofr means and' driver operable', throttle contro1 means for conjoint-ly controlling sai' eleasable 7A-d-riif'ing means 'and' thereby said powerfpaths and "other means for' 'independently coi'itrol-lingv saifd'rel-easabie'driving' means;

i212 In a vehicle-drivingisystem the combinae tio lwith` an'engine pre'videc'l` with' a throttle.. valve; of 'er driving fine-ans :driven fromf said "ene gine, a change 'speed-' vtrans'mission, a. driven means adapted-to V-beA driven by; the transmission. ai driverv operable throttle valve 1 'control Ivmeans, dnalinput" drive* transmittingY 'means d'rivingli7 c-cirineetiblejbetsfveerrsaidfdrivingY means' and 'l the transmission and including" ai rst -releasable chrteh' engageable vto lestablish .a 'predetermined speed rati: rive betvveenthedriving means and tl'eiitransrrnssion"along aiifrst path, fand a se'c'ond releasableclutch engafgeable to establish a slowerspeed ratio' drive' b'etvveen Vthe driving means and the transmissionalong a secondpath, overrunningimeans operable in' the' drive between said driving 'meansanddriven'means, said loverrunnin'g means being operable to release the drive between-'said driving and driven means established by said secondi clutchv along said .second path, when said'rst/'clutch is engagedto establish" drive along said' first patlhvand said second iclut'ch remains engaged, 'electromagnetic means for `controllingV said' clutches, Vand Ymeans operable by said driver' operable control means-y for vefectin'*gi'condition-ing 'of Said electromagnetic means t'o obtainfreleaseof said .iirst` clutch and engagement-of said second clutch: n

222 In" a vehicle driving; system 'the c'on'ibinatieni with: Van engine provided-I WithL Ya' throttle valve `i"a-f'drivingfmeans driven' from said en'L gin change speed` transmission,` ja driven the' transmissionwalong a ynrs-t' path, and l a'- sec-' ond" releasahle *clutch engagea'ble Y to vestablish" a- 4slower speed' ratio drive between the driving= means and the transmission alongl a secondpath, overriinningmeans voperable in the drive between said'idrivingmeans and Adriven means; saidoverrunning'means'being opleira'bletorelease the 'drive between' said driving and driven means estab-r lished by, said'- second clutchl along said 'l second path, When-said 'rst clutch' *is* engagedy to vestati-A lish"drive"along said iiist path'arid said secon-dl 'clntch remains eng-aged; electromagnetic means for icon-trolling"said'lcltches and' means 'operable by said Vdriveroperablecontrol :means for "effect-'- ingj'condtionmg ofL saidk electromagnetic means to -obtaind releasexof lsaid first clntchan'd' engage?- men't' off'said'jsecond clutch, said*second'A clutch having' va driving` ,andadriven iside'j and isaid'fsec= ond'rchitchbeing,"ofj'a type composedfof plates aiternately'connected to' said" driving and driven" sides: andghaving magnetizabl'e parts 1 directed* toward' Vone another during" engagement l of the second clutch so 'jas to^ pressthesaid plates Yintoj' driving engagement'v with one another;V the' said' systemu being j such'. that' any 'drag of the plates' onpneanother dueto jresifdnal magnetfismV occur-f ring," during*disengagement'of the second' clntch and". engagement "of "the first' clntcho-f "thelfii'st drivingv path beingv withouteffectnpon' the'tr-ans miss'ionhecause.ofithesaid overrunning'mean's th'osec`onddrivingpath 231'` 'In combination; adrivingtneans; a change" speed transmission; du'al input means to'V vth'ei transmission comprising'means providingarst. driving `Ypath connecting 'the .driving-"'means'and transmission and" inc'ldinga'rst clutch" andv a` shat; vand' means providing aseoond driving'patli connectingthe driving; means' "and the transmise sion` andjincluding .afsecond clutch and a'. sleeve i surrounding said shaft,V means comprising'iavvac:

uumj. `operable s device positioned; 'between said clutches'andsurroundingsaid sleeveior control ling#tengagement'u .and 'release of"V one" of` said c1ditches;solenoidmeansiior controllingsaid Vacuum device;jelectromagnetic'means for' eff'eoting Whenjenergized; engagementi'of fthe oth'er'osaid"` clutches vandelecirical "circuit means "under" con` troif'offth'e"operator fior';controlling"said` electro'' magnetic ands'olnoid' meansq 24. Inv "avehiclej driving system .including an engine `driven flid power"transn'iitting device' the "combination comprising a drivinggm'eans in'-r clnding a'rclntch" drivin/glyiconnected' to said flid device; a' drivenmeans; a change speed transmis d'nningaeh amberaplurali'tvof"setsofponstant mes'hjgearing" Vin' said "chamber," means" in lsa'idt chamber"l for" drivingly` connecting saiyigearing.H tosaidf'driven'means' toy 'establish at least 'two 'fdr= WardI "speeds of fth'ewehicle 'for "a" giveirspeedl of" the' driving meansyduai vinpntimeans for .drivinglv connecting said fdiving meansjand gearinggcoin-` prisinggmeans providingja `first drivingjpath be= tween-said*driving`means'andjgearin'g 'including' a'shaft journall'e'd'imsaid transverse`- Wall' and having arrendextending"therethroughinto':said chamber provided with a pilot portionforsaid drivenmeansanidcarryingageantand'having an opposite *end connected *with fsaid"driving means' clutchL andi `rrneans 1 providnig' a'v second: drivFV ing" path `between Vsaid'L driving *means* andA gearing including ai'g'eart j'onrnalled'i.'on'jjsaidi shaft xi'iutside-said#chamber adjacent"saidtrans-` verse Wallg an'dj-meansidrivingly'ponnecting said last 1 mentioned'A -gear and' the'4 gear Within' `Asaid.

constant mesh with said gear therein on the end i of said shaft, and an overrunning drive connec tion between said coaxial gears providing drive from said coaxial gear outside said chamber to said coaxial gear Within said chamber, said gear on the end of said shaft within said chamber and said coaxial gear forming part of said constant mesh gearing therein.

` 25. In a vehicle driving system including an engine driven fluid power transmitting device the combination comprising a driving means drivingly connected to said fluid device, a change speed transmission having a `casing includingr a transverse wall dening a chamber, change speed means in said chamber including a driven shaft, a countershaft paralleling said driven shaft and having an end projecting through said wall outside said chamber, and a gear journalled on said driven member in constant mesh with a gear on said countershaft, dual input means for drivingly connecting said driving means and change speed means comprising means providing a rst driving path including an input shaft coaxial with said driven shaft and journalled in said transverse wall and having an end extending therethrough into said chamber, Kclutch means on said input shaft exterior of said chamber for directly drivingly connecting this shaft with said driving means, and means providing a second driving path including a sleeve surrounding said input shaft outside said chamber, a rst gear journalled on said input shaft outside said chamber intermediate said sleeve and wall, clutch means for drivingly connecting said sleeve and gear, a second gear on said exterior projection of said countershaft and in `constant mesh with said nrst tion with an engine provided with a throttle valve; of a driving means driven from said engine, a change speed transmission, a driven means adapted to be driven by the transmission, dual input drive transmitting means drivingly connectible between the driving means and transmission, said dual means including a iirst releasabledrive transmitting means operable to pro@ vide power iiow between the. driving means and transmission along one path and a second releasable drive transmitting means operable to provide power flow between the driving means and transmission along a second path paralleling the said one path, overrunning means arranged between the driving and driven means and operable to eiiiec-t drive therebetween when the power flow is along said second path, and speed responsive governor means and driver operable throttle control means for conjointly controlling said releasable driving means and thereby said power paths.

CARL A. NERACI-IER. vWILLIALI T. DUNN.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED sTATEs PATENTS Number Name Date 794,899 Sturtevant et al. July 18, 1905 1,900,119 Lysholm et al. Mar. 7, 1933 2,046,428 Riley July 7, 1936 2,057,744 Sanford Oct. 20, 1936 2,098,716 Budlong Nov. 9, 1937 2,115,390 Lasley et al Apr. 2:6, 1938 2,149,020 Hering Feb. 28, 1939 2,202,378 Hertrich May 28, 1940 2,322,479 Schjolin June 22, 1943 2,344,656 Swennes Mar. 21, 1944 2,345,860 Scott-Iverson Apr. 4, 1944 2,375,440 Roche May LB, 1945 2,376,545 Livermore May 22, 1945 FOREIGN PATENTS Number Country Date 722,646 France Jan. 4, 1932 777,388 France Nov, 26, 1934 

